Car-underframe reinforcement



G. Q.,LEW|S.

CAR UNDERFRAIVIE 'REiNFORCENIENL APPLICATION FILED NOV. 28,1919,

narran srarss Gooronrcn e. Lnwrs, or WHnn'roN, rLLrnors, nssrenoa TowrLLrera n. reinen, or

' cHAzY, :anw Yoan.

GAR-UNDERFRAME RENFORCMENT.

Lerares.

Specification of Letters latent.

Patented Mar.. 29, 122i.

Application led November` 2S, 1,919. Serial No. 340,964.

To all whom z't may concern Be it known that l, GooDnioH Q. Lnwrs, acitizen of United States, residing at `Whea ton, in the county of Dupageand State of illinois, have invented a certain new and usefulImprovement in Car-Underframe Reinforcements, of which the following isa full, clear, concise, and eXact description, reference being had tothe accompanying drawings, forming a part of this specification.

This invention relates to. improvements in car underframereinforcements.

As is well known, there are many designs` of cars in use on the railwaysofthe United States and Canada having wooden underframes that are whollyinadequate for the present day heavy service. lt is highly desirable toutilize as much of the strength as possible of said wooden underframesin repairingsuch cars so as to enable lthem to withstand the presentservice conditions since this serves to minimize the cost ofy repair aswell as minimizing the time which the cars are kept out of service. ltis also highly desirable, in reinforcing such wooden underfrarne cars,not toeXpend any metal unnecessarily or, stated in another manner, toutilize all reinforcements with the utmost economy in order to keep downthe cost of reinforcements.

The object of my invention isr to provide an extremely economicalreinforcement for cars having wood underframes, the reinforcement beingso arranged that the metal is distributed most effectively to maintainthe fiber stresses at all points well within safe working limits andwithout using any unnecessary metal at those points not subjected to asheavy loads as are certain other points. The invention furthermorecontemplates a reinforcement of the character indicated which willpermit of access vto the king pin at the top bolster wise detractingfrom. the strength or effectivenessl of the reinforcement.

In the drawing forming a part of this specification, Figure 1` isY avertical longitudinal, sectional view ofa portion of a railway car.underframe andbody bolster showins' my improvements. in. connectiontherewith, And Figs. 2., 3 and 4 are vertical transversel sectionalviews, upon an' enlarged scale,l corresponding substantially to, the

lines 2"-2, 3.-3." andi respectivelyy of without in any Y Fig. 1. lnsaid drawing, 10-10 denote wood center sills of a railway carunderframe, the same being spaced apart the usual distance forunderframes of this type. Said center sills 10 will extend from end toend of the car and at each end will abut an end sill 11. The :doorboards of the car are indicated at 12, the end wall at 13 and the bufferblock at 14. As customary in cars of this construction, the center sills10 will pass over the tops of the body bolsters, one of the latter beingindicated in the drawing at A, the same being of the built-up typealthough bolsters of other characters may be einployed, as will beunderstood by those skilled in the art. Between the holsters andabutting the latter, are wood sub-sills. Said sub-sills and center sills10 are secured together by sill bolts 16 and forwardly of the bolster,the center sills are secured to the draft sills by additional shortersill bolts 17. Cars having the wood type of underframe as originallybuilt employ wood draft sills between the bolster and the end of thecar, said wood draft sills being located beneath the center sills andsecured thereto by sill bolts. Such wood draft sills have proven whollyinadequate for the heavier service now demanded of the cars and it hasbeen found. necessary to substitute metal draft sills. ln carrying outmy invention, l provide such metal draft sills in the form of twovertically extending plates B-B, the same being secured tothe innerfaces of the center sills 10 and extending down below the latter inorder to provide for the attachment of the front and rear stop lugs 18and 19 at the proper level to correspond with the center line of draftof the draft rigging. The drawbar 20 and yoke 21 of such draft riggingare indicated diagrammatically by the dotted lines in Fig. 1. Each ofsaid plates B has its upper edge extending approximately to the top ofthe corresponding center sill 10 and the upper part of each plate B willextend from the end sill 11 to a. point well in the rear of the bolsteras indicated at 22. Forwardly of the bolster, each plate B is extendeddownwardly as hereinbefore described, such downward extensions being`indicated by the reference 23 and theirear edges of the latter willterminate against the forward side of the bolster A.

Y ln order to obtain the necessary rigidity against bending, buckling,or spreading, forwardly of the bolster, the depending extensions 23 ofthe plates l5 arc reinforced by upper angles 24.- and lower angles 25.Said upper angles 2st are fitted against the under sides of the centersills 10 and bolted to the latter'by the bolts 17 and are also rivetedto the plates as indicated by the reference 26. rlhc lower angles 25extend along the lower edges of the plates B and are riveted thereto asindicated by the reference 2'?. rllhe rear end of each depending section23 is braced against the bolster A by an angle plate 28 as most clearlyindicated in 3.

Secured to the upper edge of each plate l is a relatively light angleiron 29 which e1;- tends from the end sill 11 to the rear end of theplate l?, it being understood that the angle 29 and plate B are rivetedat intervals throughout their length. ./lt their forward ends, theplates B and angles 29 are secured together and a solid abutmentprovided against the inner side of the end sill 11 by means ot atransversely extendingV plate 3() havingl side l'langes 81 riveted tosaid angle irons and the plates B.

VAlso secured to the inner faces et the plates B, directly on top of thebolster it, are angles 32 which extend forwardly of 'the bolster to apoint upv to or partly overlapping therear stop lugs 19. The rear ends'of said angles 32 are extended rearwardly of the bolster A to a pointapproximately one-half way to the rear end ot the rearward extension ofthe plate A. vTo further tie the plates B with the bolster A, twotransversely extending plates 33 and 34.- are provided, one directlyforward and in engage? inent with the front side of the bolster A andthe other rearwardly of and in direct engagement with the rear side ofthe bolster A, it being understood that the plates 33 and 34C areriveted to the horizontally extending flanges of' the angles 32.Rearwardly of the plate 311-, the plates B have theirlower sectionsthereof turned outwardly and interposed between the sub-sills 15 andcenter sills 10 as indicated at 35, the upper surfaces ot the sub-sills15 being cut away distance equal to the thickness of the plate te. penmit of this construction. Y

From the preceding description, it will bc seen that with theconstruction so far described, the plates B are reinforced' forwardlyoi' the bolster against lateral bending or buckling by the three angles24;-, 25 and 29 in addition to the stop lugs 18 and 19. This issuflicient to take' care of any horizontal bending or buckling forcesand, on account ofthe relatively great depth olf the plates B, forwardlyof the bolster, sufcient strength is present to prevent any upwardbending or buckling of the plates B due to the eccentric applicationofthe load from the draft rigging. Over the bolster,

it is apparent thatrthe reinforcing strength of the angles 24 and 25 isfully compensated ior by the angles 32 and the outturned flanges 35 ofthe plates B, rearwar lly of the bolster. There is, however, a criticalarea in the reinforcement directly above the bolster due to theeccentric application of the load from the dralt rigging, the c ...-.terline of which is below the top of the bolster. 'll his eccentricapplication ol the load, under bulling stress,'tends to bisckletheplates l upwardly at points approximately in line with the forward sideof the bolster A. The load imposed on the plates ll at the pointsmentioned represents the su; Y' Vdue to the direct compression occasiond by thebu'tling shock plus the additional compression induced in themetal because of the eccentric loading.' 'lhe greatest stresses in thereinforcement will obviously be those of coma pression above mentioned,immediately adjacent the top of the bolster and in order that the fiberstress may be maintained within safe working limits at points over thebolster, l employ supplemental, channelshaped, short, preferably pressedplates C-C which are fitted within the angles 29 and 32 and securelyriveted thereto and to the plates B.' The supplemental plates C aremadecomparatively short and extend relatively ,shorty distancesforwardly and rearwardly of the bolster. lVith this construction, it isevident that l obtain a relatively sectional area of metal in anyvertical plane passing through the bolster in the plates B, angles 29and 32 and plates C and furthermore, by making the plates (il ol'channel form, the ,moment of inertia oi the section is made relativelygreat and the fiber stress therebyreduced within sate working limits. fn

By vemploying the arrangement shown. relatively light angles 29 may beemployed as is also true of the angles 82. rllhe Vplates C may also bemade of comparatively thin metal and it will be noted that none of themetal is wasted Vat pointsforward v oirth bolster where there issuicient inherent.

the top of the bolsterlfl, is readily accessible.

inasmuchV as the CarmanV is enabled to pass his. hand upwardly betweenthe flanges of the angles 32 and the ylower flanges 'ot the plates C. lnactual practice, I have Lfound ico iio

that, assuming a buiiing force on the center line of draft ofthe-shockabsorbing mechanisni of' two hundred and fifty thousand pounds `and thecenter line of gravity of the section above the bolster as All above thetop ol the bolster and 8l `above the center line of draft, the liberstresses may be kept less than fifty-five thousand pounds per squareinch where plates B of l thiclrness are used, angles 29 and 32 ofB-Q"XBX fg, and plates C of metal. lo econoinize on material, l form theplates and 84C from those parts of the plates which would otherwise bewasted where the plates B are cut away at their lower edges at points inthe rear of the bolster A so that an er;A ceedingly economicalreinforcement is ob tained as well as one possessing the necessarystrength to withstand present service conditions.

l claim:

l. ln a car having an underfraine inclu-ding wood center sills, abolster, and an end sill; means for reinforcing said underfrarnecomprising, a vertical plate secured on the inner side of each of saidcenter sills and extending from the end sill over and to a point at therear of said bolster and having a portion depending below said centersill between the end sill and bolster forming a draft sill, horizontallyflanged strengthening elements secured to the outer sides of the draftsill portions of said plates and eX- tending between the end sill andthe bolster, relatively light, horizontally flanged strengtheningelements secured to the inner faces of said plates along their upperedges and extending from the end sill to points at the rear of thebolster, relatively light inwardly horizontally flanged strengtheningelements secured to the inner faces of said plates along the top line ofthe bolster and extending to the front and rear of the bolster, and arelatively short strengthening element located over the bolster securedto each plate on the inner sides of parts of said strengthening elementssecured to the inner faces'of said plates, each of said short eleinentshaving a vertical section and a horizontally extending flange at itslower edge adjacent the top of the bolster whereby the greatest strengthin the reinforcement is obtained over the bolster where the greatestload is imposed.

2. ln a ear having an underframe including wood center sills, a bolsterand an end sill rneans for reinforcing said underframe comprising, avertical plate secured on the inner side Yof each of said center sillsextending from said end sill over and to a point in the rear of saidbolster and having a portion depending below said center sills betweenthe end sill and the bolster forming a draft sill; horizontally flangedstrengthening elements secured to the outer sides of the draft sillportions of said plates extending between the end sill and the bolster;relatively light angle irons secured to the inner faces of said platesalong their upper edges and extending from the end sill to points at therear of the bolster; relatively light angle irons secured to the innerfaces of said plates along the top line of the bolster and extending tothe front and rear of the bolster; and a relatively short channelshapedplate, disposed over the bolster, secured to the inner side of each ofsaid first mentioned plates on top of the vertical flanges of said angleirons.

ln a car underframe, the combination with in end sill, a bolster,y acenter sill eX- tending over the bolster and abutting the end sill, anda sub-sill terminating at the rear side of the bolster; of a reinforcingvei'- tically extending plate secured to the inner face of said centersill, the upper part of said plate extending from the end sill to apoint at the. rear of the bolster, said plate raving a depending sectionforwardly of the bolster adapted to serve as a draft sill, the rear endof said depending section abutting the forward side of the bolster, saidplate having an outturned flange along its lower edge rearwardly of thebolster and interposed between the center sill and sub-sill; of upperand lower angle irons secured to the outer side of said dependingsection of the plate and extending from the bolster to the end sill: anupper relatively light angle iron secured to the upper portion of theinner face of said plate and extending` from the end sill to point atthe rear of the bolster: a relatively light angle iron secured to theinner face of said plate extending over the bolster and disposedimmediately above the bolster: and a relatively short, lightchannel-shaped plate disposed over the bolster and secured to thevertical flanges of said inner angle irons and the plate.

ln witness that l claim the foregoing l have hereunto subscribed my namethis 20th dav of Nov. 1919.

I GOOURICH Q, LEVVS.

